JP4346483B2 - Twin clutch transmission - Google Patents

Twin clutch transmission Download PDF

Info

Publication number
JP4346483B2
JP4346483B2 JP2004090163A JP2004090163A JP4346483B2 JP 4346483 B2 JP4346483 B2 JP 4346483B2 JP 2004090163 A JP2004090163 A JP 2004090163A JP 2004090163 A JP2004090163 A JP 2004090163A JP 4346483 B2 JP4346483 B2 JP 4346483B2
Authority
JP
Japan
Prior art keywords
input shaft
clutch
transmission
speed
gear
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Fee Related
Application number
JP2004090163A
Other languages
Japanese (ja)
Other versions
JP2005273829A (en
Inventor
修 鈴木
明彦 友田
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Honda Motor Co Ltd
Original Assignee
Honda Motor Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Honda Motor Co Ltd filed Critical Honda Motor Co Ltd
Priority to JP2004090163A priority Critical patent/JP4346483B2/en
Priority to EP05003159A priority patent/EP1580454B1/en
Priority to DE602005014700T priority patent/DE602005014700D1/en
Priority to CA002501011A priority patent/CA2501011C/en
Priority to US11/088,873 priority patent/US7305900B2/en
Publication of JP2005273829A publication Critical patent/JP2005273829A/en
Application granted granted Critical
Publication of JP4346483B2 publication Critical patent/JP4346483B2/en
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

Links

Images

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/68—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings
    • F16H61/684—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings without interruption of drive
    • F16H61/688—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings without interruption of drive with two inputs, e.g. selection of one of two torque-flow paths by clutches
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/093—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts
    • F16H2003/0933—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts with coaxial countershafts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H2063/025—Final output mechanisms for double clutch transmissions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/093—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/08—Multiple final output mechanisms being moved by a single common final actuating mechanism
    • F16H63/16—Multiple final output mechanisms being moved by a single common final actuating mechanism the final output mechanisms being successively actuated by progressive movement of the final actuating mechanism
    • F16H63/18—Multiple final output mechanisms being moved by a single common final actuating mechanism the final output mechanisms being successively actuated by progressive movement of the final actuating mechanism the final actuating mechanism comprising cams
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00—Machine element or mechanism
    • Y10T74/19—Gearing
    • Y10T74/19219—Interchangeably locked
    • Y10T74/19223—Disconnectable counter shaft
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00—Machine element or mechanism
    • Y10T74/19—Gearing
    • Y10T74/19219—Interchangeably locked
    • Y10T74/19228—Multiple concentric clutch shafts
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00—Machine element or mechanism
    • Y10T74/19—Gearing
    • Y10T74/19219—Interchangeably locked
    • Y10T74/19284—Meshing assisters
    • Y10T74/19288—Double clutch and interposed transmission

Description

本発明は、入力要素から変速機に動力を入力するのに、選択的に使用される２つのクラッチを介する所謂ツインクラッチを備えた変速機に関する。   The present invention relates to a transmission provided with a so-called twin clutch through two clutches that are selectively used to input power from an input element to the transmission.

かかるツインクラッチ式変速機については、既に種々提案されている（例えば、特許文献１等参照）。
米国特許第５８９０３９２号公報 Various twin clutch transmissions have already been proposed (see, for example, Patent Document 1).
US Pat. No. 5,890,392

同特許文献１に開示されたツインクラッチ式変速機は、入力部分の２つのクラッチは、クランク軸の回転が伝達される共通のクラッチケージを有し、同共通のクラッチケージに各々の摩擦板を介して２つの入力軸が同軸にかつ内外重ねて連結されている。
この２つの入力軸と平行に設けられた変速副軸との間に１速から６速までの６対の歯車対が配設されている。 In the twin clutch transmission disclosed in Patent Document 1, the two clutches of the input portion have a common clutch cage to which the rotation of the crankshaft is transmitted, and each friction plate is attached to the common clutch cage. The two input shafts are connected coaxially and overlapped on the inside and outside.
Between the two input shafts and a transmission subshaft provided in parallel, six gear pairs from the first speed to the sixth speed are arranged.

上記２つのクラッチは、選択的に結合され、一方が結合されるときは、他方は解放されるように制御される。
２つのクラッチのいずれかが選択的に結合され、結合されたクラッチに連結された入力軸と変速副軸とが所要の歯車対の噛合いを介して連動されることにより所要の変速比が達成される。 The two clutches are selectively engaged, and when one is engaged, the other is controlled to be released.
One of the two clutches is selectively coupled, and the required transmission ratio is achieved by interlocking the input shaft coupled to the coupled clutch and the transmission countershaft via meshing of the required gear pair. Is done.

前記したように、２つのクラッチは、クラッチケージを共通にしているので、２つの入力軸に動力が伝達される際の各プライマリレシオは同じで、いずれの入力軸も同じ回転速度で回転される。   As described above, since the two clutches share the same clutch cage, the primary ratios when power is transmitted to the two input shafts are the same, and both input shafts are rotated at the same rotational speed. .

入力軸とこれと平行に設けられる変速副軸との間に配設される歯車対のうち１速における減速歯車対の変速副軸側の歯車が最も大径であり、１速の変速比によって入力軸と変速副軸との軸間距離が略決定される。   Of the gear pairs disposed between the input shaft and the transmission countershaft provided in parallel therewith, the gear on the transmission subshaft side of the reduction gear pair at the first speed has the largest diameter, and the gear ratio of the first speed The distance between the input shaft and the transmission sub shaft is substantially determined.

入力軸１に１速の歯車対を設けた場合、入力軸２には２速の歯車対が設けられる。
入力軸２は内側に入力軸１を通しているため、この入力軸２に設ける２速歯車は軸が太くなっている分大きくなり、１速歯車対よりも軸間距離が伸びる。 When the first-speed gear pair is provided on the input shaft 1, the second-speed gear pair is provided on the input shaft 2.
Since the input shaft 2 passes through the input shaft 1 on the inner side, the second speed gear provided on the input shaft 2 becomes larger as the shaft becomes thicker, and the distance between the shafts is longer than that of the first speed gear pair.

また、一対の歯車対を別の変速段に使用することができないので、歯車の数を削減することはできない。   In addition, since the pair of gears cannot be used for another shift stage, the number of gears cannot be reduced.

本発明は、かかる点に鑑みなされたもので、その目的とする処は、入力軸と変速副軸との軸間距離を短縮してまたは歯車の数を削減して変速機の小型化および軽量化を図ることができるツインクラッチ式変速機を供する点にある。   The present invention has been made in view of such points, and the object of the present invention is to reduce the distance between the input shaft and the transmission countershaft or reduce the number of gears to reduce the size and weight of the transmission. The present invention is to provide a twin-clutch transmission that can be realized.

課題を解決するための手段及び効果Means and effects for solving the problems

上記目的を達成するために、本請求項１記載の発明は、入力要素に第１のクラッチおよび第２のクラッチを介してそれぞれ連結されるとともに同一軸線上に配置される第１入力軸および第２入力軸と、前記第１入力軸および第２入力軸と平行に設けられた変速副軸と、前記第１入力軸および第２入力軸と前記変速副軸との間に設けられた複数の歯車対とを備え、前記第１のクラッチおよび第２のクラッチのうち一方のクラッチが選択的に結合され他方のクラッチが解放され、結合されたクラッチに連結された入力軸と変速副軸とが所要の歯車対の噛合いを介して連動されることにより所要の変速比が達成されるツインクラッチ式変速機において、前記入力要素から前記第１のクラッチおよび第２のクラッチへの入力経路が互いに異なり、該両入力経路のプライマリレシオが互いに異なる値に設定され、前記第１入力軸は前記第２入力軸の外周に互いに回動自在に軸支され、前記第２入力軸は前記第１入力軸の両端よりも側方に突出し、前記第１入力軸の一端に前記第１のクラッチが設けられ、前記第２入力軸の前記第１入力軸の一端から突出した部分に前記第２のクラッチが前記第１のクラッチと並んで設けられ、前記複数の歯車対のドライブギヤは前記第１入力軸および前記第２入力軸の前記第１入力軸の他端から突出した部分に配設されるツインクラッチ式変速機である。 In order to achieve the above object, the invention described in claim 1 is characterized in that a first input shaft and a first input shaft which are coupled to an input element via a first clutch and a second clutch, respectively, and are arranged on the same axis. A plurality of input shafts, a transmission sub shaft provided in parallel with the first input shaft and the second input shaft, and a plurality of input shafts provided between the first input shaft, the second input shaft, and the transmission sub shaft. A pair of gears, wherein one of the first clutch and the second clutch is selectively coupled, the other clutch is disengaged, and an input shaft and a transmission countershaft coupled to the coupled clutch are In a twin-clutch transmission in which a required gear ratio is achieved by being interlocked via engagement of a required gear pair, input paths from the input element to the first clutch and the second clutch are mutually connected. Different, both Set to different values primary ratio is force path, the first input shaft is rotatably supported to each other on the outer periphery of the second input shaft, the second input shaft from both ends of the first input shaft Projecting sideways, the first clutch is provided at one end of the first input shaft, and the second clutch is located at a portion of the second input shaft projecting from one end of the first input shaft. A twin clutch type speed change mechanism, wherein the drive gears of the plurality of gear pairs are disposed at portions of the first input shaft and the second input shaft that protrude from the other end of the first input shaft. Machine.

入力要素から前記第１のクラッチおよび第２のクラッチへの入力経路が互いに異なり、第２速レシオは１速の歯車対と第２プライマリを用いることによって達成される。
したがって、第２歯車対を第２入力軸に設ける必要がなく軸間距離が伸びない。 Input paths from the input element to the first clutch and the second clutch are different from each other, and the second speed ratio is achieved by using a first speed gear pair and a second primary.
Therefore, it is not necessary to provide the second gear pair on the second input shaft, and the distance between the shafts does not increase.

また、請求項３記載の発明は、入力要素に第１のクラッチおよび第２のクラッチを介してそれぞれ連結されるとともに同一軸線上に配置される第１入力軸および第２入力軸と、前記第１入力軸および第２入力軸と平行に設けられた変速副軸と、前記第１入力軸および第２入力軸と前記変速副軸との間に設けられた複数の歯車対とを備え、前記第１のクラッチおよび第２のクラッチのうち一方のクラッチが選択的に結合され他方のクラッチが解放され、結合されたクラッチに連結された入力軸と変速副軸とが所要の歯車対の噛合いを介して連動されることにより所要の変速比が達成されるツインクラッチ式変速機において、前記第１入力軸は前記第２入力軸の外周に互いに回動自在に軸支され、前記第２入力軸は前記第１入力軸の両端よりも側方に突出し、前記第１入力軸の一端に前記第１のクラッチが設けられ、前記第２入力軸の前記第１入力軸の一端から突出した部分に前記第２のクラッチが前記第１のクラッチと並んで設けられ、前記複数の歯車対のドライブギヤは前記第１入力軸および前記第２入力軸の前記第１入力軸の他端から突出した部分に配設され、前記第１入力軸と前記第２入力軸との間に第３のクラッチ手段が設けられ、前記第３のクラッチ手段の結合・解放により前記第１入力軸と前記第２入力軸間の動力伝達・切離しを自在としたツインクラッチ式変速機である。

According to a third aspect of the present invention, there is provided a first input shaft and a second input shaft which are respectively connected to the input element via the first clutch and the second clutch and are arranged on the same axis, A transmission subshaft provided in parallel with one input shaft and a second input shaft, and a plurality of gear pairs provided between the first input shaft, the second input shaft and the transmission subshaft, One of the first clutch and the second clutch is selectively coupled and the other clutch is disengaged, and the input shaft and the transmission countershaft connected to the coupled clutch are meshed with a required gear pair. In the twin clutch transmission in which a required gear ratio is achieved by interlocking with the first input shaft , the first input shaft is rotatably supported on the outer periphery of the second input shaft, and the second input The shaft is on the side of both ends of the first input shaft The first clutch is provided at one end of the first input shaft, and the second clutch is connected to the first clutch at a portion of the second input shaft protruding from one end of the first input shaft. The drive gears of the plurality of gear pairs are arranged side by side and are disposed on portions of the first input shaft and the second input shaft that protrude from the other end of the first input shaft, and the first input shaft and the second input shaft A twin in which third clutch means is provided between the second input shaft and power transmission / disconnection between the first input shaft and the second input shaft can be freely performed by connecting / releasing the third clutch means. It is a clutch type transmission.

第１入力軸と第２入力軸との間にクラッチ手段が設けられるので、同じ一対の歯車対が第１入力軸の回転を伝達したり、第２入力軸の回転を伝達したり、切り換えて伝達することで２つの変速段に使用することができ、歯車の数を削減して変速機の小型化および軽量化を図ることができる。   Since the clutch means is provided between the first input shaft and the second input shaft, the same pair of gears transmit the rotation of the first input shaft, transmit the rotation of the second input shaft, or switch between them. By transmitting, it can be used for two gear stages, and the number of gears can be reduced to reduce the size and weight of the transmission.

以下、本発明に係る一実施の形態について図１ないし図８に基づいて説明する。
本実施の形態に係るツインクラッチ式変速機10は、図１に図示するように、第１入力軸11と第２入力軸12とが、同軸で外側と内側に互いに重ねられて設けられており、同第１入力軸11と第２入力軸12に平行にクランク軸１および変速副軸20が配置されている。 Hereinafter, an embodiment according to the present invention will be described with reference to FIGS.
As shown in FIG. 1, the twin clutch transmission 10 according to the present embodiment is provided with a first input shaft 11 and a second input shaft 12 that are coaxial and overlap each other on the outer side and the inner side. The crankshaft 1 and the transmission countershaft 20 are arranged in parallel with the first input shaft 11 and the second input shaft 12.

図１に基づいて、第１入力軸11は、第２入力軸12の外周に部分的に互いに回動自在に軸支されており、同第１入力軸11の右端部に第１クラッチＣ１が設けられ、第２入力軸12の第１入力軸11から右方へ突出した部分に第２クラッチＣ２が第１クラッチＣ１と並んで設けられている。   Based on FIG. 1, the first input shaft 11 is pivotally supported on the outer periphery of the second input shaft 12 so as to be partially rotatable with respect to each other, and the first clutch C1 is provided at the right end portion of the first input shaft 11. A second clutch C2 is provided side by side with the first clutch C1 at a portion of the second input shaft 12 protruding rightward from the first input shaft 11.

第１クラッチＣ１のクラッチインナＣ１ｉが第１入力軸11に一体にスプライン嵌合し、クラッチアウタＣ１ｏが第１入力軸11に回転自在に軸支された第１プライマリドリブンギヤ13に接続されている。   A clutch inner C1i of the first clutch C1 is integrally splined to the first input shaft 11, and a clutch outer C1o is connected to a first primary driven gear 13 rotatably supported by the first input shaft 11.

第２クラッチＣ２のクラッチインナＣ２ｉが第２入力軸12に仲介スリーブ14を介して一体に設けられ、クラッチアウタＣ２ｏが第２入力軸12に回転自在に軸支された第２プライマリドリブンギヤ15に接続されている。   The clutch inner C2i of the second clutch C2 is integrally provided on the second input shaft 12 via the intermediate sleeve 14, and the clutch outer C2o is connected to the second primary driven gear 15 rotatably supported by the second input shaft 12. Has been.

第１クラッチＣ１および第２クラッチＣ２はともに、油圧クラッチであり、内側の第２入力軸12の中心軸に形成された油路12ａを介して第１クラッチＣ１に油圧が供給され、同油路12ａの外周に形成された油路12ｂを介して第２クラッチＣ２に油圧が供給される。   Both the first clutch C1 and the second clutch C2 are hydraulic clutches, and hydraulic pressure is supplied to the first clutch C1 via an oil passage 12a formed on the central axis of the second input shaft 12 on the inner side. Hydraulic pressure is supplied to the second clutch C2 through an oil passage 12b formed on the outer periphery of 12a.

油路12ａ, 12ｂは、それぞれ第２入力軸12の先端部から油圧回路に接続されており、一方のクラッチが加圧されて結合すると、他方のクラッチは減圧されて解放されるように制御される。 The oil passages 12a and 12b are respectively connected to the hydraulic circuit from the tip of the second input shaft 12, and when one clutch is pressurized and coupled, the other clutch is decompressed and controlled to be released. The

クランク軸１の最も右側のウェブの外周に形成された第１プライマリドライブギヤ２が、第１プライマリドリブンギヤ13に噛合し、クランク軸１の右端に一体にスプライン嵌合された第２プライマリドライブギヤ３が第２プライマリドリブンギヤ15に噛合している。   A first primary drive gear 2 formed on the outer periphery of the rightmost web of the crankshaft 1 meshes with the first primary driven gear 13 and is a second primary drive gear 3 integrally splined to the right end of the crankshaft 1. Meshes with the second primary driven gear 15.

第１プライマリドリブンギヤ13の方が、第２プライマリドリブンギヤ15より径が大きいので、クランク軸１から第１クラッチＣ１への入力経路におけるプライマリレシオは、クランク軸１から第２クラッチＣ２への入力経路におけるプライマリレシオより大きい。
したがって、第１クラッチＣ１が結合されて回転する第１入力軸11の方が、第２クラッチＣ２が結合されて回転する第２入力軸12より減速が大きい。 Since the first primary driven gear 13 is larger in diameter than the second primary driven gear 15, the primary ratio in the input path from the crankshaft 1 to the first clutch C1 is in the input path from the crankshaft 1 to the second clutch C2. Greater than primary ratio.
Accordingly, the first input shaft 11 that rotates with the first clutch C1 coupled has a greater deceleration than the second input shaft 12 that rotates with the second clutch C2 coupled thereto.

そして、第１入力軸11には、３速ドライブギヤ23ａと５・６速共通ドライブギヤ25ａが嵌着されており、この３速ドライブギヤ23ａと５・６速共通ドライブギヤ25ａにそれぞれ噛合う３速ドリブンギヤ23ｂと５・６速共通ドリブンギヤ25ｂが変速副軸20に回転自在に軸支され、第１入力軸11と変速副軸20との間に３速減速歯車対23（23ａ，23ｂ）と５・６速共通減速歯車対25（25ａ，25ｂ）が構成されている。   The first input shaft 11 is fitted with a third speed drive gear 23a and a fifth / sixth common drive gear 25a, which mesh with the third speed drive gear 23a and the fifth / sixth common drive gear 25a, respectively. A third speed driven gear 23b and a fifth / sixth common driven gear 25b are rotatably supported by the transmission countershaft 20, and a third speed reduction gear pair 23 (23a, 23b) is provided between the first input shaft 11 and the transmission subshaft 20. And a fifth / sixth speed common reduction gear pair 25 (25a, 25b).

また、第２入力軸12の第１入力軸11より左方へ突出した部分には、１・２速共通ドライブギヤ21ａと４速ドライブギヤ24ａが嵌着されており、この１・２速共通ドライブギヤ21ａと４速ドライブギヤ24ａにそれぞれ噛合う１・２速共通ドリブンギヤ21ｂと４速ドリブンギヤ24ｂが変速副軸20に回転自在に軸支され、第２入力軸12と変速副軸20との間に１・２速共通減速歯車対21（21ａ，21ｂ）と４速減速歯車対24（24ａ，24ｂ）が構成されている。   Further, the first and second speed common drive gear 21a and the fourth speed drive gear 24a are fitted to the portion of the second input shaft 12 projecting leftward from the first input shaft 11, and this first and second speed common gear is fitted. A 1st and 2nd speed common driven gear 21b and a 4th speed driven gear 24b meshing with the drive gear 21a and the 4th speed drive gear 24a, respectively, are rotatably supported by the transmission subshaft 20, and the second input shaft 12 and the transmission subshaft 20 Between the first and second speed common reduction gear pair 21 (21a, 21b) and the fourth speed reduction gear pair 24 (24a, 24b) are formed.

１・２速共通減速歯車対21，３速減速歯車対23，４速減速歯車対24，５・６速共通減速歯車対25の順に変速比が小さくなり、減速が少なくなるので、１・２速共通ドリブンギヤ21ｂの径が最も大きい。 The first and second common speed reduction gear pair 21, the third speed reduction gear pair 23, the fourth speed reduction gear pair 24, and the fifth and sixth speed common reduction gear pair 25 are reduced in order and the reduction is reduced. The common speed driven gear 21b has the largest diameter.

変速副軸20において５・６速共通ドリブンギヤ22ｂと３速ドリブンギヤ21ｂとの間にドグクラッチ部材31が変速副軸20に摺動自在にスプライン嵌合され、図１においてドグクラッチ部材31が右側に摺動されると、３速ドリブンギヤ23ｂと結合して第１入力軸11の回転が３速減速歯車対23を介して変速副軸20に減速されて伝達され、ドグクラッチ部材31が左側に摺動されると、５・６速共通ドリブンギヤ25ｂと結合して第１入力軸11の回転が５・６速共通減速歯車対25を介して変速副軸20に減速されて伝達され、ドグクラッチ部材31が中間に位置すると、いずれのドリブンギヤ23ｂ，25ｂにも結合せず歯車対23，25を介して第１入力軸11の回転が変速副軸20に伝達されない。   In the transmission countershaft 20, a dog clutch member 31 is slidably fitted to the transmission countershaft 20 between the fifth and sixth speed common driven gear 22b and the third speed driven gear 21b. In FIG. 1, the dog clutch member 31 slides to the right. Then, the rotation of the first input shaft 11 is decelerated and transmitted to the transmission countershaft 20 through the third speed reduction gear pair 23 in combination with the third speed driven gear 23b, and the dog clutch member 31 is slid leftward. And the 5th and 6th speed common driven gear 25b, the rotation of the first input shaft 11 is decelerated and transmitted to the transmission countershaft 20 via the 5th and 6th speed common reduction gear pair 25, and the dog clutch member 31 is in the middle. When positioned, the rotation of the first input shaft 11 is not transmitted to the transmission countershaft 20 via the gear pair 23, 25 without being coupled to any driven gear 23b, 25b.

また、変速副軸20において１・２速共通ドリブンギヤ21ｂと４速ドリブンギヤ24ｂとの間にドグクラッチ部材32が変速副軸20に摺動自在にスプライン嵌合され、図１においてドグクラッチ部材32が左側に摺動されると、１・２速共通ドリブンギヤ21ｂと結合して第２入力軸12の回転が１・２速共通減速歯車対21を介して変速副軸20に減速されて伝達され、ドグクラッチ部材32が右側に摺動されると、４速ドリブンギヤ24ｂと結合して第２入力軸12の回転が４速減速歯車対24を介して変速副軸20に減速されて伝達され、ドグクラッチ部材32が中間に位置すると、いずれのドリブンギヤ21ｂ，24ｂにも結合せず歯車対21，24を介して第２入力軸12の回転が変速副軸20に伝達されない。   Further, a dog clutch member 32 is slidably fitted to the transmission countershaft 20 between the first and second speed common driven gear 21b and the fourth speed driven gear 24b in the transmission countershaft 20, and the dog clutch member 32 is moved to the left in FIG. When slid, the first and second speed common driven gear 21b is coupled, and the rotation of the second input shaft 12 is decelerated and transmitted to the transmission countershaft 20 via the first and second speed common reduction gear pair 21, and the dog clutch member When 32 is slid to the right side, it is coupled with the 4-speed driven gear 24b, and the rotation of the second input shaft 12 is decelerated and transmitted to the transmission countershaft 20 via the 4-speed reduction gear pair 24, and the dog clutch member 32 is When positioned in the middle, the rotation of the second input shaft 12 is not transmitted to the transmission countershaft 20 via the gear pair 21, 24 without being coupled to any driven gear 21 b, 24 b.

そして第１入力軸11の左端にはドグクラッチ部材33が摺動自在にスプライン嵌合され、４速ドライブギヤ24ａとともに第２入力軸12に嵌着されたドグ受け部材33ａがドグクラッチ部材33に対向して設けられており、ドグクラッチ部材33が左側に摺動されると、ドグ受け部材33ａと結合して、第１入力軸11と第２入力軸12が一体に回転するようになり、ドグクラッチ部材33が右側に摺動されると、ドグ受け部材33ａと離れて、第１入力軸11と第２入力軸12が独立に回転する。   A dog clutch member 33 is slidably fitted to the left end of the first input shaft 11, and a dog receiving member 33a fitted to the second input shaft 12 together with the 4-speed drive gear 24a is opposed to the dog clutch member 33. When the dog clutch member 33 is slid to the left, it is coupled with the dog receiving member 33a so that the first input shaft 11 and the second input shaft 12 rotate together, and the dog clutch member 33 Is slid rightward, the first input shaft 11 and the second input shaft 12 rotate independently from each other, away from the dog receiving member 33a.

以上の３つのドグクラッチ部材31，32，33は、自動制御されるアクチュエータによるシフトドラムの回転で作動するシフトフォーク（図示せず）によって軸方向に摺動させられる。 The three dog clutch members 31, 32, and 33 are slid in the axial direction by a shift fork (not shown) that is operated by rotation of a shift drum by an automatically controlled actuator.

図２には、ツインクラッチ式変速機10のスケルトン図とともにシフトドラム35の展開図と噛合いギヤの状態を示す。
以下、ニュートラル状態から前進６段の変速段のシフトアップの作動を説明する。 FIG. 2 shows a developed view of the shift drum 35 and a state of the meshing gear together with a skeleton diagram of the twin clutch type transmission 10.
Hereinafter, the operation of upshifting the six forward speeds from the neutral state will be described.

ニュートラルのときは、ドグクラッチ部材31，32が中間位置にあって４つのドリブンギヤ21ｂ，23ｂ，24ｂ，25ｂがフリー状態で変速副軸20へ動力の伝達はなされない。
なお、ドグクラッチ部材33は、右側に移動して第１入力軸11と第２入力軸12は互いに独立状態にある。
なお、第１クラッチＣ１と第２クラッチＣ２は解放状態にある。 When neutral, the dog clutch members 31 and 32 are in an intermediate position, and the four driven gears 21b, 23b, 24b, and 25b are in a free state, and no power is transmitted to the transmission countershaft 20.
The dog clutch member 33 moves to the right side, and the first input shaft 11 and the second input shaft 12 are independent from each other.
The first clutch C1 and the second clutch C2 are in a released state.

シフトドラム35が１段回転して第１速に入ると、ドグクラッチ部材32が左側へ摺動して１・２速共通ドリブンギヤ21ｂに結合して変速副軸20に動力伝達が可能とし、同時にドグクラッチ部材33が左側に摺動して第１入力軸11と第２入力軸12を一体に回転可能に連結する。
そして第１クラッチＣ１が結合されて、第１速で発進する。 When the shift drum 35 rotates one step and enters the first speed, the dog clutch member 32 slides to the left and is coupled to the first and second speed common driven gear 21b to enable transmission of power to the transmission countershaft 20, while at the same time the dog clutch. The member 33 slides to the left and connects the first input shaft 11 and the second input shaft 12 so as to be rotatable together.
Then, the first clutch C1 is engaged and the vehicle starts at the first speed.

この第１速の状態を図３に示す。
第１クラッチＣ１を介して比較的大きく減速された第１入力軸11の回転が、ドグクラッチ部材33を介して第２入力軸12に伝達され、さらに１・２速共通歯車対21を介して減速されて変速副軸20に伝達され、最大に減速されて変速副軸20が回転される第１速状態となる。 The state of the first speed is shown in FIG.
The rotation of the first input shaft 11 that has been relatively greatly decelerated via the first clutch C1 is transmitted to the second input shaft 12 via the dog clutch member 33, and further decelerated via the first and second speed common gear pair 21. Then, it is transmitted to the transmission countershaft 20, and is decelerated to the maximum, and the first speed state is reached in which the transmission subshaft 20 is rotated.

次に、第２速にシフトアップするときは、まず第１クラッチＣ１を解放し、第２クラッチＣ２を結合し、その直後にドグクラッチ部材33が右側に摺動して第１入力軸11と第２入力軸12の互いの連結を遮断し、若干遅れてドグクラッチ部材31が右側に摺動して３速ドリブンギヤ23ｂに結合する。   Next, when shifting up to the second speed, first the first clutch C1 is first released and the second clutch C2 is engaged. Immediately thereafter, the dog clutch member 33 slides to the right and the first input shaft 11 and the first clutch The two input shafts 12 are disconnected from each other, and the dog clutch member 31 slides to the right and is coupled to the third speed driven gear 23b with a slight delay.

この第２速の状態を図４に示す。
第２入力軸12は第２クラッチＣ２を介して比較的小さく減速された回転に切換わり、この第２入力軸12の回転が、同じ１・２速共通歯車対21を介してさらに減速されて変速副軸20に伝達され、滑らかにシフトアップして第２速状態となる。
なお、ドグクラッチ部材31の３速ドリブンギヤ23ｂへの結合は、第３速へのシフトアップに備えるものである。 The state of the second speed is shown in FIG.
The second input shaft 12 is switched to a relatively small reduced speed rotation via the second clutch C2, and the rotation of the second input shaft 12 is further decelerated via the same first and second speed common gear pair 21. It is transmitted to the transmission countershaft 20 and smoothly shifted up to the second speed state.
The dog clutch member 31 is coupled to the third speed driven gear 23b in preparation for shifting up to the third speed.

次に、第３速にシフトアップするときは、第２クラッチＣ２を解放し、第１クラッチＣ１を結合し、その直後にドグクラッチ32を右側に摺動して１・２速共通ドリブンギヤ21ｂから離脱して４速ドリブンギヤ24ｂに結合する。   Next, when shifting up to the third speed, the second clutch C2 is released, the first clutch C1 is engaged, and immediately after that, the dog clutch 32 is slid to the right to disengage from the first and second speed common driven gear 21b. And it couple | bonds with the 4-speed driven gear 24b.

この第３速の状態を図５に示す。
第１クラッチＣ１の結合で比較的大きく減速された第１入力軸11の回転が、予めドグクラッチ部材31が３速ドリブンギヤ23ｂに結合した３速歯車対23を介してさらに減速されて変速副軸20に伝達され、滑らかにシフトアップして第３速状態になる。 The state of the third speed is shown in FIG.
The rotation of the first input shaft 11, which has been decelerated relatively greatly by the coupling of the first clutch C1, is further decelerated via the third speed gear pair 23 in which the dog clutch member 31 is previously coupled to the third speed driven gear 23b. And is shifted up smoothly to the third speed state.

次に、第４速にシフトアップするときは、第１クラッチＣ１を解放し、第２クラッチＣ２を結合し、その後にドグクラッチ31を左側に摺動して３ドリブンギヤ23ｂから離脱して５・６速共通ドリブンギヤ25ｂに結合する。   Next, when shifting up to the fourth speed, the first clutch C1 is disengaged, the second clutch C2 is engaged, and then the dog clutch 31 is slid to the left to disengage from the 3 driven gear 23b. It is coupled to the speed common driven gear 25b.

この第４速の状態を図６に示す。
第２クラッチＣ２を介して比較的小さく減速された第２入力軸12の回転が、予めドグクラッチ32が結合した４速歯車対24を介してさらに減速されて変速副軸20に伝達され、滑らかにシフトアップして第４速状態になる。 The state of the fourth speed is shown in FIG.
The rotation of the second input shaft 12 that has been decelerated relatively small via the second clutch C2 is further decelerated via the fourth-speed gear pair 24 to which the dog clutch 32 is coupled in advance, and is transmitted to the transmission countershaft 20, and smoothly Shift up to 4th speed.

次に、第５速にシフトアップするときは、第２クラッチＣ２を解放し、第１クラッチＣ１を結合し、その直後にドグクラッチ32を左側に摺動して４速ドリブンギヤ24ｂから離脱して中立に位置させ、その後にドグクラッチ33を右側に摺動して第１入力軸11と第２入力軸12を互いに連結しておく。   Next, when shifting up to the fifth speed, the second clutch C2 is released, the first clutch C1 is engaged, and immediately after that, the dog clutch 32 is slid to the left to disengage from the fourth speed driven gear 24b and become neutral. Then, the dog clutch 33 is slid rightward to connect the first input shaft 11 and the second input shaft 12 to each other.

この第５速の状態を図７に示す。
第１クラッチＣ１の結合で比較的大きく減速された第１入力軸11の回転が、予めドグクラッチ部材31が５・６速共通ドリブンギヤ25ｂに結合した５・６速共通歯車対25を介してさらに減速されて変速副軸20に伝達され、滑らかにシフトアップして第５速状態になる。 The state of the fifth speed is shown in FIG.
The rotation of the first input shaft 11 which has been decelerated relatively greatly by the coupling of the first clutch C1 is further decelerated via the 5/6 speed common gear pair 25 in which the dog clutch member 31 is previously coupled to the 5/6 speed common driven gear 25b. Then, it is transmitted to the transmission countershaft 20 and smoothly shifted up to the fifth speed state.

次に、第６速にシフトアップするときは、第１クラッチＣ１を解放し、第２クラッチＣ２を結合するだけでよい。   Next, when shifting up to the sixth speed, it is only necessary to release the first clutch C1 and to connect the second clutch C2.

この第６速の状態を図８に示す。
第２クラッチＣ２を介して比較的小さく減速された第２入力軸12の回転が、予め結合したドグクラッチ33を介して第１入力軸11に伝達され、同じ５・６速共通歯車対25を介してさらに減速されて変速副軸20に伝達され、滑らかにシフトアップして第６速状態になる。 The state of the sixth speed is shown in FIG.
The rotation of the second input shaft 12 that has been decelerated relatively small via the second clutch C2 is transmitted to the first input shaft 11 via the dog clutch 33 that is coupled in advance, and is transmitted via the same 5-6 speed common gear pair 25. The speed is further decelerated and transmitted to the transmission countershaft 20, and the gear shifts up smoothly to enter the sixth speed state.

以上のように、本ツインクラッチ式変速機10は、シフトアップ前の変速段で既に所要のドグクラッチの結合・解放の設定がなされていて、シフトアップ時に第１クラッチＣ１と第２クラッチＣ２の切換え結合により変速段のシフトアップが実行されるので円滑なシフトアップが実現できる。   As described above, the twin clutch type transmission 10 has already been set to engage / release the required dog clutch at the shift stage before the upshift, and the first clutch C1 and the second clutch C2 are switched during the upshift. Since the shift stage is shifted up by the coupling, a smooth shift up can be realized.

この変速段のシフトアップに対して、全く反対に動作させることで、変速段のシフトダウンを行うことができる。
すなわち、第５速にシフトダウンするときは、第２クラッチＣ２を解放し、第１クラッチＣ１を結合するだけでよい。 Shifting down the shift stage can be performed by operating in the opposite manner to the shift up of the shift stage.
That is, when shifting down to the fifth speed, it is only necessary to release the second clutch C2 and to connect the first clutch C1.

また、第４速にシフトダウンするときは、図６および図７を参照して、ドグクラッチ33を左側に摺動して第１入力軸11と第２入力軸12を互いに切断し、略同時にドグクラッチ32を右側に摺動して４速ドリブンギヤ24ｂに結合し、そして第１クラッチＣ１を解放し、第２クラッチＣ２を結合することで第４速状態となる。   When shifting down to the fourth speed, referring to FIG. 6 and FIG. 7, the dog clutch 33 is slid to the left to disconnect the first input shaft 11 and the second input shaft 12 from each other, and the dog clutch substantially simultaneously. By sliding 32 to the right and coupling to the fourth speed driven gear 24b, the first clutch C1 is released, and the second clutch C2 is coupled to achieve the fourth speed state.

このように、シフトダウン時にはまず所要のドグクラッチの結合・解放の設定がなされた後に第１クラッチＣ１と第２クラッチＣ２の切換え結合がなされることで、シフトダウンが実行されるので、円滑なシフトダウンが実現できる。   In this way, at the time of downshifting, the first dog C1 and second clutch C2 are switched and coupled after the required dog clutch coupling / release is set, so that the downshift is executed, so that smooth shifting is possible. Down can be realized.

本ツインクラッチ式変速機10は、クランク軸１から第１プライマリドライブギヤ２と第１プライマリドリブンギヤ13の噛合による第１クラッチＣ１への入力経路におけるプライマリレシオは、第２プライマリドライブギヤ３と第２プライマリドリブンギヤ15の噛合による第２クラッチＣ２への入力経路におけるプライマリレシオより大きく設定されている。   The twin clutch type transmission 10 has a primary ratio in the input path from the crankshaft 1 to the first clutch C1 by the meshing of the first primary drive gear 2 and the first primary driven gear 13 with the second primary drive gear 3 and the second primary drive gear 3. It is set larger than the primary ratio in the input path to the second clutch C2 due to the meshing of the primary driven gear 15.

したがって、プライマリレシオの大きい入力経路の第１クラッチＣ１に連結される第１入力軸11と一体となって回転する第２入力軸12と変速副軸20との間に１・２速共通歯車対21が設けられているので、最大径となる１・２速共通ドリブンギヤ21ｂの径を小さくすることができ、軸間距離を短縮できる。
軸間距離の短縮はすべての歯車対のギヤの径を小さくでき、変速機を小型軽量化することができる。 Therefore, the first and second common gear pairs are arranged between the second input shaft 12 and the transmission countershaft 20 that rotate together with the first input shaft 11 connected to the first clutch C1 of the input path having a large primary ratio. Since 21 is provided, the diameter of the 1st and 2nd speed common driven gear 21b which is the maximum diameter can be reduced, and the distance between the axes can be shortened.
The shortening of the distance between the shafts can reduce the gear diameters of all the gear pairs, and the transmission can be reduced in size and weight.

なお、１・２速共通歯車対21の１・２速共通ドライブギヤ21ａが、径の大きい第１入力軸11ではなく、径の小さい第２入力軸12に嵌着されていることも、１・２速共通ドリブンギヤ21ｂの径を幾らか大きくし１・２速共通歯車対21の減速を大きく確保しながら軸間距離を小さくできる。   It is noted that the 1st and 2nd speed common drive gear 21a of the 1st and 2nd speed common gear pair 21 is not fitted to the second input shaft 12 having a smaller diameter instead of the first input shaft 11 having a larger diameter. -The diameter of the 2nd speed common driven gear 21b is somewhat increased, and the distance between the shafts can be reduced while ensuring a large reduction in the speed of the 1st & 2nd speed common gear pair 21.

第１入力軸11と第２入力軸12との間にドグクラッチ部材33が設けられ、第１入力軸11と第２入力軸12との間の動力伝達を可能としたり切断したりするので、第１入力軸11と第２入力軸12のいずれの回転も変速副軸20に伝達することができる１・２速共通歯車対21や５・６速共通歯車対25のように２つの変速段に共通に使用できる歯車対を用いることで、歯車の数を削減して変速機の小型化および軽量化を図ることができる。   A dog clutch member 33 is provided between the first input shaft 11 and the second input shaft 12 to allow power transmission between the first input shaft 11 and the second input shaft 12 or to disconnect it. Rotation of both the 1st input shaft 11 and the 2nd input shaft 12 can be transmitted to the transmission countershaft 20 in two gear stages such as the 1st and 2nd speed common gear pair 21 and the 5th and 6th speed common gear pair 25. By using a gear pair that can be used in common, the number of gears can be reduced and the transmission can be reduced in size and weight.

以上の実施の形態では、第１クラッチＣ１と第２クラッチＣ２を隣り合わせて配置して、第１入力軸11と第２入力軸12を内外に重ね合わせて同軸に設けていたが、第１入力軸11と第２入力軸12を重ね合わせることなく同軸に設け、第１入力軸11と第２入力軸12との間にクラッチ手段を設け、その両端に第１クラッチＣ１と第２クラッチＣ２を配置するようにしてもよい。   In the above embodiment, the first clutch C1 and the second clutch C2 are arranged next to each other, and the first input shaft 11 and the second input shaft 12 are overlapped on the inside and outside, and provided coaxially. The shaft 11 and the second input shaft 12 are provided coaxially without overlapping, a clutch means is provided between the first input shaft 11 and the second input shaft 12, and a first clutch C1 and a second clutch C2 are provided at both ends thereof. It may be arranged.

本発明の一実施の形態に係るツインクラッチ式変速機の断面図である。It is sectional drawing of the twin clutch type transmission which concerns on one embodiment of this invention. ツインクラッチ式変速機のスケルトン図とともにシフトドラム35の展開図と噛合いギヤの状態を示す図である。FIG. 4 is a development view of a shift drum 35 and a state of a meshing gear together with a skeleton diagram of a twin clutch transmission. 同ツインクラッチ式変速機の第１速の状態を示すスケルトン図である。It is a skeleton figure which shows the state of the 1st speed of the twin clutch type transmission. 同第２速の状態を示すスケルトン図である。It is a skeleton figure which shows the state of the said 2nd speed. 同第３速の状態を示すスケルトン図である。It is a skeleton figure which shows the state of the 3rd speed. 同第４速の状態を示すスケルトン図である。It is a skeleton figure which shows the state of the 4th speed. 同第５速の状態を示すスケルトン図である。It is a skeleton figure which shows the state of the 5th speed. 同第６速の状態を示すスケルトン図である。It is a skeleton figure which shows the state of the 6th speed.

符号の説明Explanation of symbols

１…クランク軸、２…第１プライマリドライブギヤ、３…第２プライマリドライブギヤ、
10…ツインクラッチ式変速機、11…第１入力軸、12…第２入力軸、13…第１プライマリドリブンギヤ、14…仲介スリーブ、15…第２プライマリドリブンギヤ、
20…変速副軸、21…１・２速共通減速歯車対、23…３速減速歯車対、24…４速減速歯車対、25…５・６速共通減速歯車対、
31，32，33…ドグクラッチ部材、
Ｃ１…第１クラッチ、Ｃ２…第２クラッチ。 DESCRIPTION OF SYMBOLS 1 ... Crankshaft, 2 ... 1st primary drive gear, 3 ... 2nd primary drive gear,
10 ... Twin clutch type transmission, 11 ... First input shaft, 12 ... Second input shaft, 13 ... First primary driven gear, 14 ... Intermediate sleeve, 15 ... Second primary driven gear,
20 ... transmission countershaft, 21 ... 1/2 speed common reduction gear pair, 23 ... 3 speed reduction gear pair, 24 ... 4 speed reduction gear pair, 25 ... 5/6 speed common reduction gear pair,
31, 32, 33 ... Dog clutch member,
C1 ... 1st clutch, C2 ... 2nd clutch.

Claims (4)

入力要素に第１のクラッチおよび第２のクラッチを介してそれぞれ連結されるとともに同一軸線上に配置される第１入力軸および第２入力軸と、
前記第１入力軸および第２入力軸と平行に設けられた変速副軸と、
前記第１入力軸および第２入力軸と前記変速副軸との間に設けられた複数の歯車対とを備え、
前記第１のクラッチおよび第２のクラッチのうち一方のクラッチが選択的に結合され他方のクラッチが解放され、結合されたクラッチに連結された入力軸と変速副軸とが所要の歯車対の噛合いを介して連動されることにより所要の変速比が達成されるツインクラッチ式変速機において、
前記入力要素から前記第１のクラッチおよび第２のクラッチへの入力経路が互いに異なり、該両入力経路のプライマリレシオが互いに異なる値に設定され、
前記第１入力軸は前記第２入力軸の外周に互いに回動自在に軸支され、
前記第２入力軸は前記第１入力軸の両端よりも側方に突出し、
前記第１入力軸の一端に前記第１のクラッチが設けられ、前記第２入力軸の前記第１入力軸の一端から突出した部分に前記第２のクラッチが前記第１のクラッチと並んで設けられ、
前記複数の歯車対のドライブギヤは前記第１入力軸および前記第２入力軸の前記第１入力軸の他端から突出した部分に配設されることを特徴とするツインクラッチ式変速機。 A first input shaft and a second input shaft connected to the input element via the first clutch and the second clutch, respectively, and disposed on the same axis;
A transmission countershaft provided in parallel with the first input shaft and the second input shaft;
A plurality of gear pairs provided between the first input shaft and the second input shaft and the transmission sub shaft;
One of the first clutch and the second clutch is selectively coupled, the other clutch is disengaged, and the input shaft coupled to the coupled clutch and the transmission countershaft mesh with a required gear pair. In a twin-clutch transmission that achieves the required gear ratio by being linked via
Input paths from the input element to the first clutch and the second clutch are different from each other, and primary ratios of the two input paths are set to different values ;
The first input shaft is rotatably supported on the outer periphery of the second input shaft,
The second input shaft protrudes laterally from both ends of the first input shaft;
The first clutch is provided at one end of the first input shaft, and the second clutch is provided alongside the first clutch at a portion of the second input shaft that protrudes from one end of the first input shaft. And
The twin-clutch transmission is characterized in that the drive gears of the plurality of gear pairs are disposed at portions of the first input shaft and the second input shaft that protrude from the other ends of the first input shaft . 前記第２入力軸の中心軸に形成された油路を介して前記第１のクラッチに油圧が供給され、Hydraulic pressure is supplied to the first clutch via an oil passage formed on the central axis of the second input shaft,
前記油路の外周に形成された油路を介して第２クラッチＣ２に油圧が供給されることを特徴とする請求項１記載のツインクラッチ式変速機。  2. The twin clutch transmission according to claim 1, wherein hydraulic pressure is supplied to the second clutch C <b> 2 through an oil passage formed on an outer periphery of the oil passage. 入力要素に第１のクラッチおよび第２のクラッチを介してそれぞれ連結されるとともに同一軸線上に配置される第１入力軸および第２入力軸と、
前記第１入力軸および第２入力軸と平行に設けられた変速副軸と、
前記第１入力軸および第２入力軸と前記変速副軸との間に設けられた複数の歯車対とを備え、
前記第１のクラッチおよび第２のクラッチのうち一方のクラッチが選択的に結合され他方のクラッチが解放され、結合されたクラッチに連結された入力軸と変速副軸とが所要の歯車対の噛合いを介して連動されることにより所要の変速比が達成されるツインクラッチ式変速機において、
前記第１入力軸は前記第２入力軸の外周に互いに回動自在に軸支され、
前記第２入力軸は前記第１入力軸の両端よりも側方に突出し、
前記第１入力軸の一端に前記第１のクラッチが設けられ、前記第２入力軸の前記第１入力軸の一端から突出した部分に前記第２のクラッチが前記第１のクラッチと並んで設けられ、
前記複数の歯車対のドライブギヤは前記第１入力軸および前記第２入力軸の前記第１入力軸の他端から突出した部分に配設され、
前記第１入力軸と前記第２入力軸との間に第３のクラッチ手段が設けられ、前記第３のクラッチ手段の結合・解放により前記第１入力軸と前記第２入力軸間の動力伝達・切離しを自在としたことを特徴とするツインクラッチ式変速機。 A first input shaft and a second input shaft connected to the input element via the first clutch and the second clutch, respectively, and disposed on the same axis;
A transmission countershaft provided in parallel with the first input shaft and the second input shaft;
A plurality of gear pairs provided between the first input shaft and the second input shaft and the transmission sub shaft;
One of the first clutch and the second clutch is selectively coupled, the other clutch is disengaged, and the input shaft coupled to the coupled clutch and the transmission countershaft mesh with a required gear pair. In a twin-clutch transmission that achieves the required gear ratio by being linked via
The first input shaft is rotatably supported on the outer periphery of the second input shaft,
The second input shaft protrudes laterally from both ends of the first input shaft;
The first clutch is provided at one end of the first input shaft, and the second clutch is provided alongside the first clutch at a portion of the second input shaft that protrudes from one end of the first input shaft. And
The drive gears of the plurality of gear pairs are disposed on portions of the first input shaft and the second input shaft that protrude from the other end of the first input shaft,
Third clutch means is provided between the first input shaft and the second input shaft, and power is transmitted between the first input shaft and the second input shaft by coupling and releasing of the third clutch means.・ Twin clutch type transmission characterized by free disengagement. 前記複数の歯車対のうち、変速比が最大の歯車対のドライブギヤは前記第２入力軸に軸支され、変速比が最小の歯車対のドライブギヤは前記第１入力軸に軸支されることを特徴とする請求項３記載のツインクラッチ式変速機。Of the plurality of gear pairs, the drive gear of the gear pair having the maximum gear ratio is pivotally supported by the second input shaft, and the drive gear of the gear pair having the minimum gear ratio is pivotally supported by the first input shaft. The twin clutch transmission according to claim 3.
JP2004090163A 2004-03-25 2004-03-25 Twin clutch transmission Expired - Fee Related JP4346483B2 (en)

Priority Applications (5)

Application Number Priority Date Filing Date Title
JP2004090163A JP4346483B2 (en) 2004-03-25 2004-03-25 Twin clutch transmission
EP05003159A EP1580454B1 (en) 2004-03-25 2005-02-15 Twin-clutch transmission
DE602005014700T DE602005014700D1 (en) 2004-03-25 2005-02-15 Double clutch
CA002501011A CA2501011C (en) 2004-03-25 2005-03-16 Twin-clutch transmission
US11/088,873 US7305900B2 (en) 2004-03-25 2005-03-25 Twin-clutch transmission

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2004090163A JP4346483B2 (en) 2004-03-25 2004-03-25 Twin clutch transmission

Publications (2)

Publication Number Publication Date
JP2005273829A JP2005273829A (en) 2005-10-06
JP4346483B2 true JP4346483B2 (en) 2009-10-21

Family

ID=34858476

Family Applications (1)

Application Number Title Priority Date Filing Date
JP2004090163A Expired - Fee Related JP4346483B2 (en) 2004-03-25 2004-03-25 Twin clutch transmission

Country Status (5)

Country Link
US (1) US7305900B2 (en)
EP (1) EP1580454B1 (en)
JP (1) JP4346483B2 (en)
CA (1) CA2501011C (en)
DE (1) DE602005014700D1 (en)

Families Citing this family (41)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102004056936B4 (en) * 2004-11-23 2011-02-03 Getrag Getriebe- Und Zahnradfabrik Hermann Hagenmeyer Gmbh & Cie Kg Variable speed gearbox for a motor vehicle
JP4492958B2 (en) 2005-03-31 2010-06-30 本田技研工業株式会社 Automatic transmission
JP4698367B2 (en) 2005-09-30 2011-06-08 本田技研工業株式会社 transmission
JP4772534B2 (en) * 2006-02-27 2011-09-14 本田技研工業株式会社 Power unit
JP4875384B2 (en) 2006-02-28 2012-02-15 本田技研工業株式会社 Vehicle transmission
US7467564B2 (en) * 2006-03-13 2008-12-23 Ford Global Technologies, Llc Actuator mechanism for shift motors of a transmission
US7428852B2 (en) * 2006-03-13 2008-09-30 Ford Global Technologies, Llc Actuator mechanism for shift motors of a transmission
JP2007285363A (en) * 2006-04-13 2007-11-01 Aisin Ai Co Ltd Shift device of gear type automatic transmission
US7469609B2 (en) * 2006-06-28 2008-12-30 Ford Global Technologies, Llc Output reduction dual clutch transmission with clutch coupler
JP4914677B2 (en) * 2006-08-30 2012-04-11 本田技研工業株式会社 Twin clutch transmission in a vehicle power unit
JP4906455B2 (en) * 2006-09-26 2012-03-28 本田技研工業株式会社 Crankcase structure of internal combustion engine
JP4890186B2 (en) * 2006-09-29 2012-03-07 本田技研工業株式会社 Vehicle transmission
JP4979327B2 (en) * 2006-09-29 2012-07-18 本田技研工業株式会社 Vehicle transmission
JP4890185B2 (en) * 2006-09-29 2012-03-07 本田技研工業株式会社 Vehicle transmission
JP4890187B2 (en) * 2006-09-29 2012-03-07 本田技研工業株式会社 Vehicle transmission
JP4979326B2 (en) * 2006-09-29 2012-07-18 本田技研工業株式会社 Vehicle transmission
JP4704308B2 (en) * 2006-09-29 2011-06-15 本田技研工業株式会社 Twin clutch transmission
JP4856509B2 (en) * 2006-09-29 2012-01-18 本田技研工業株式会社 Transmission
CN101568749B (en) * 2007-01-16 2012-12-05 博格华纳公司 Dual clutch transmission
JP4970099B2 (en) 2007-03-22 2012-07-04 本田技研工業株式会社 Vehicle transmission
AT503476B1 (en) * 2007-06-28 2010-11-15 Avl List Gmbh GEARBOX FOR ONE VEHICLE
JP4998728B2 (en) 2007-09-28 2012-08-15 本田技研工業株式会社 Twin clutch transmission
JP4998729B2 (en) * 2007-09-28 2012-08-15 本田技研工業株式会社 Twin clutch transmission
JP5037327B2 (en) * 2007-12-28 2012-09-26 本田技研工業株式会社 Power unit for small vehicles
JP4895996B2 (en) * 2007-12-27 2012-03-14 本田技研工業株式会社 Twin clutch transmission
JP5069607B2 (en) * 2007-12-28 2012-11-07 本田技研工業株式会社 Internal combustion engine
DE102008000638B4 (en) * 2008-03-13 2022-05-25 Zf Friedrichshafen Ag Actuating device for actuating at least one switching device and method for assembling and disassembling the same
US8229812B2 (en) * 2009-01-28 2012-07-24 Headwater Partners I, Llc Open transaction central billing system
US8286522B2 (en) * 2009-04-14 2012-10-16 GM Global Technology Operations LLC Dual clutch transmission
CN101936388B (en) * 2009-06-29 2015-09-30 博格华纳公司 Adopt the DCT speed changer of biaxial chain
US8601892B2 (en) 2010-01-12 2013-12-10 Borgwarner Inc. DCT transmission utilizing a two axis chain
RU2529580C2 (en) * 2010-05-03 2014-09-27 Брп-Пауэртрэйн Гмбх Унд Ко Кг Automotive transmission
JP5436354B2 (en) * 2010-06-24 2014-03-05 本田技研工業株式会社 Twin clutch transmission
US10550920B2 (en) * 2010-12-17 2020-02-04 Dti Group B.V. Transmission system, as well as method for changing a transmission ratio
JP5492801B2 (en) * 2011-01-31 2014-05-14 愛知機械工業株式会社 Clutch switching device and twin clutch transmission with clutch switching device
US8758181B2 (en) 2011-10-26 2014-06-24 Caterpillar Inc. Continuously variable transmission with nested clutch and planetary output
ES2671775T3 (en) 2013-01-22 2018-06-08 Yamaha Hatsudoki Kabushiki Kaisha Control unit, vehicle equipped with control unit, control program and control method
JP6426291B2 (en) 2015-08-10 2018-11-21 ヤマハ発動機株式会社 Transmission and vehicle
DE102017210083A1 (en) * 2017-06-14 2018-12-20 Sms Group Gmbh Manual transmission in rolling mill technology
BE1027844B1 (en) * 2019-12-11 2021-07-12 Punch Powertrain Psa E Trans Nv Transmission system for a vehicle
CN116398591A (en) * 2023-06-07 2023-07-07 盛瑞传动股份有限公司 Dual clutch transmission

Family Cites Families (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB469451A (en) 1936-01-23 1937-07-23 J W Jackman & Co Ltd Improvements in and relating to machines for propelling abrasives and other materials
FR88466E (en) * 1965-06-25 1967-02-10 Engrenages Minerva S A Improvements to transmissions of the gearbox type, especially for high powers
US4485687A (en) * 1981-03-27 1984-12-04 Automotive Products Plc Rotary transmission
GB8602560D0 (en) * 1986-02-03 1986-03-12 Automotive Prod Plc Rotary transmission
EP0469451B1 (en) * 1990-07-25 1997-02-05 CLARK-HURTH COMPONENTS S.p.A. Three-shaft gearbox particularly for industrial vehicles in general
DE19631983C1 (en) * 1996-08-08 1998-02-12 Volkswagen Ag Method for shifting a double clutch transmission and double clutch transmission with synchronizing device
DE59805014D1 (en) * 1998-08-25 2002-09-05 Ford Global Tech Inc Gearbox in 3-shaft design, especially for motor vehicles
DE10004530B4 (en) * 2000-02-02 2012-11-15 Volkswagen Ag Method for controlling a dual-clutch transmission
JP4799816B2 (en) * 2001-06-05 2011-10-26 ヴァレオ Locking device with transmission gear
KR100516293B1 (en) * 2003-11-06 2005-09-21 현대자동차주식회사 Backward preventing apparatus for double clutch transmission
US7082850B2 (en) * 2003-12-30 2006-08-01 Eaton Corporation Hybrid powertrain system

Also Published As

Publication number Publication date
US20050211007A1 (en) 2005-09-29
DE602005014700D1 (en) 2009-07-16
US7305900B2 (en) 2007-12-11
CA2501011C (en) 2008-05-13
CA2501011A1 (en) 2005-09-25
EP1580454B1 (en) 2009-06-03
EP1580454A1 (en) 2005-09-28
JP2005273829A (en) 2005-10-06

Similar Documents

Publication Publication Date Title
JP4346483B2 (en) Twin clutch transmission
JP5155910B2 (en) Twin clutch transmission for large vehicles
JP4809629B2 (en) Shifting operation device
JP2010249303A (en) Constant mesh type transmission for vehicle
JP2009180341A (en) Twin clutch type transmission device
JP2008309332A (en) Twin-clutch type transmission
JP2009103268A (en) Gear noise prevention system for manual transmission
JP2010101429A (en) Manual transmission
JP5142953B2 (en) transmission
JP2010216605A (en) Transmission
WO2014171267A1 (en) Transmission
WO2013099840A1 (en) Transmission
JP5658068B2 (en) Transmission
JP2015135174A (en) transmission
JP2008291893A (en) Dual clutch type transmission
WO2015020201A1 (en) Twin-clutch-type transmission
JP2015172431A (en) transmission
JP2013133838A (en) Transmission
JP6090870B2 (en) Vehicle transmission
US20170059006A1 (en) Automated manual transmission
JP2009275796A (en) Transmission
JP2016136062A (en) Gear shift device
JP6759781B2 (en) Dual clutch transmission
JP5637979B2 (en) Transmission clutch
JP6401092B2 (en) Transmission

Legal Events

Date Code Title Description
A621 Written request for application examination

Free format text: JAPANESE INTERMEDIATE CODE: A621

Effective date: 20061129

A977 Report on retrieval

Free format text: JAPANESE INTERMEDIATE CODE: A971007

Effective date: 20090116

A131 Notification of reasons for refusal

Free format text: JAPANESE INTERMEDIATE CODE: A131

Effective date: 20090127

A521 Request for written amendment filed

Free format text: JAPANESE INTERMEDIATE CODE: A523

Effective date: 20090327

RD04 Notification of resignation of power of attorney

Free format text: JAPANESE INTERMEDIATE CODE: A7424

Effective date: 20090428

TRDD Decision of grant or rejection written
A01 Written decision to grant a patent or to grant a registration (utility model)

Free format text: JAPANESE INTERMEDIATE CODE: A01

Effective date: 20090714

A01 Written decision to grant a patent or to grant a registration (utility model)

Free format text: JAPANESE INTERMEDIATE CODE: A01

A61 First payment of annual fees (during grant procedure)

Free format text: JAPANESE INTERMEDIATE CODE: A61

Effective date: 20090714

R150 Certificate of patent or registration of utility model

Ref document number: 4346483

Country of ref document: JP

Free format text: JAPANESE INTERMEDIATE CODE: R150

Free format text: JAPANESE INTERMEDIATE CODE: R150

FPAY Renewal fee payment (event date is renewal date of database)

Free format text: PAYMENT UNTIL: 20120724

Year of fee payment: 3

FPAY Renewal fee payment (event date is renewal date of database)

Free format text: PAYMENT UNTIL: 20120724

Year of fee payment: 3

FPAY Renewal fee payment (event date is renewal date of database)

Free format text: PAYMENT UNTIL: 20130724

Year of fee payment: 4

FPAY Renewal fee payment (event date is renewal date of database)

Free format text: PAYMENT UNTIL: 20140724

Year of fee payment: 5

R250 Receipt of annual fees

Free format text: JAPANESE INTERMEDIATE CODE: R250

LAPS Cancellation because of no payment of annual fees